U.S. patent application number 09/727251 was filed with the patent office on 2002-05-30 for vehicle communication for tire sensor initiation and vehicle keyless entry via a shared resource.
This patent application is currently assigned to TRW Inc.. Invention is credited to Juzswik, David Leonard.
Application Number | 20020063623 09/727251 |
Document ID | / |
Family ID | 24921918 |
Filed Date | 2002-05-30 |
United States Patent
Application |
20020063623 |
Kind Code |
A1 |
Juzswik, David Leonard |
May 30, 2002 |
Vehicle communication for tire sensor initiation and vehicle
keyless entry via a shared resource
Abstract
A communication system (10) for a vehicle (12) includes a
portable identification device (32) for keyless entry into the
vehicle (12) and a tire sensor device (e.g., 48A) for providing
information regarding a condition at a tire (e.g., 46A) of the
vehicle (12). The portable identification device (32) includes an
antenna (110) for receiving an interrogation signal (36) and for
transmitting an identification indicative signal (38) responsive to
the interrogation signal. The tire sensor device (48A) includes a
sensor (158) for sensing at least one tire condition. The tire
sensor device (48A) includes antennas (148 and 172) for receiving
an initiation signal (e.g., 66A) and for transmitting a condition
indicative signal (e.g., 50A) responsive to the initiation signal.
The system (10) includes a transmitter arrangement (e.g., 72A, 28A,
and 64A) for emitting the interrogation signal (36) at a first
frequency and the initiation signal (66A) at a second, different
frequency. The transmitter arrangement includes at least one
component (72A) that is operable for provision of both the
interrogation signal and the initiation signal.
Inventors: |
Juzswik, David Leonard;
(Commerce, MI) |
Correspondence
Address: |
TAROLLI, SUNDHEIM, COVELL, TUMMINO & SZABO L.L.P.
1111 LEADER BUILDING
526 SUPERIOR AVENUE
CLEVELAND
OH
44114-1400
US
|
Assignee: |
TRW Inc.
|
Family ID: |
24921918 |
Appl. No.: |
09/727251 |
Filed: |
November 29, 2000 |
Current U.S.
Class: |
340/442 ;
180/287; 307/10.2; 340/13.26; 340/13.27; 340/426.36; 340/5.61 |
Current CPC
Class: |
B60C 23/0408
20130101 |
Class at
Publication: |
340/442 ;
340/5.61; 340/825.72; 307/10.2; 180/287 |
International
Class: |
B60C 023/00 |
Claims
Having described the invention, the following is claimed:
1. A communication system for a vehicle, said system comprising: a
portable identification device for keyless entry into the vehicle,
including means for receiving an interrogation signal and means for
transmitting an identification indicative signal responsive to the
interrogation signal; a tire sensor device for providing
information regarding a condition at a tire of the vehicle,
including means for sensing at least one tire condition, means for
receiving an initiation signal, and means for transmitting a
condition indicative signal responsive to the initiation signal;
and a transmitter arrangement for emitting the interrogation signal
at a first frequency and the initiation signal at a second,
different frequency, said transmitter arrangement including at
least one component that is operable for provision of both the
interrogation signal at the first frequency and the initiation
signal at the second frequency.
2. A system as set forth in claim 1, wherein said component is a
transmission driver.
3. A system as set forth in claim 2, wherein said transmitter
arrangement includes a first antenna operatively connected to said
transmission driver for outputting the interrogation signal at the
first frequency when said transmission driver is operated for the
first frequency, and a second antenna operatively connected to said
transmission driver for outputting the initiation signal at the
second frequency when said transmission driver is operated for the
second frequency.
4. A system as set forth in claim 3, wherein said first antenna is
mounted at location adjacent to an entrance into the vehicle, and
said second antenna is mounted at location adjacent to a tire of
the vehicle.
5. A system as set forth in claim 3, wherein said first and second
antennas are connected in parallel between said transmission driver
and electrical ground.
6. A system as set forth in claim 3, wherein said transmission
driver outputs electrical energy when said transmission driver is
operated for the first or second frequency, said first and second
antennas are both subjected to electrical energy during operation
of said transmission driver for the first or second frequency.
7. A system as set forth in claim 3, including a first resistor and
a first capacitor providing the operative connection of said first
antenna to said transmission driver, and a second resistor and a
second capacitor providing the operative connection of said second
antenna to said transmission driver.
8. A system as set forth in claim 7, wherein said first antenna,
said first resistor, and said first capacitor comprise a circuit
having a relatively high gain during operation of said transmission
driver for the first frequency and having a relatively low gain
during operation of said transmission driver for the second
frequency, and said second antenna, said second resistor, and said
second capacitor comprise a circuit having a relatively high gain
during operation of said transmission driver for the second
frequency and having a relatively low gain during operation of said
transmission driver for the first frequency.
9. A system as set forth in claim 1, including a receiver device
for receiving the identification indicative signal and for
conveying identification information to an entrance lock control
device.
10. A system as set forth in claim 1, wherein said tire sensor
device includes memory means for holding a tire identification,
said means for transmitting the condition indicative signal include
means for transmitting the condition indicative signal to also
indicate the tire identification.
11. A system as set forth in claim 1, including a receiver device
for receiving the condition indicative signal and for conveying
condition information to an indicator.
12. A communication method for a vehicle, said system comprising:
operating at least one component for transmission of an
interrogation signal at a first frequency; receiving the
interrogation signal at a portable identification device for
keyless entry into the vehicle; transmitting an identification
indicative signal from the portable identification device
responsive to the interrogation signal; operating said at least one
component for transmission of an initiation signal at a second,
different frequency; receiving the initiation signal at a tire
condition sensor device; and transmitting a condition indicative
signal, which is indicative of at least one sensed tire condition,
from the tire condition sensor device responsive to the initiation
signal.
Description
TECHNICAL FIELD
[0001] The present invention relates to a tire condition monitoring
system for providing tire operation parameter information, such as
tire inflation pressure, to a vehicle operator, and also relates to
a vehicle keyless entry system, such as a passive keyless entry
system for unlocking a vehicle door. The present invention relates
specifically to a low-cost vehicle communication system that
provides ready identification of a tire associated with the
provision of condition information and avoids misidentification
regardless of previous tire position change due to tire position
rotation or the like.
BACKGROUND OF THE INVENTION
[0002] Numerous tire condition monitoring systems have been
developed in order to provide tire operation information to a
vehicle operator. One example type of a tire condition monitoring
system is a tire pressure monitoring system that detects when air
pressure within a tire drops below a predetermined threshold
pressure value.
[0003] There is an increasing need for the use of tire pressure
monitoring systems due to the increasing use of "run-flat" tires
for vehicles such as automobiles. A run-flat tire enables a vehicle
to travel an extended distance after significant loss of air
pressure within that tire. However, a vehicle operator may have
difficulty recognizing the significant loss of air pressure within
the tire because the loss of air pressure may cause little change
in vehicle handling and little change in the visual appearance of
the tire.
[0004] Typically, a tire pressure monitoring system includes a
pressure sensing device, such as a pressure switch, an internal
power source, and a communications link that provides the tire
pressure information from a location at each tire to a central
receiver. The central receiver is typically connected to an
indicator or display located on a vehicle instrument panel.
[0005] The communications link between each tire and the central
receiver is often a wireless link. In particular, radio frequency
signals are utilized to transmit information from each of the tires
to the central receiver. However, in order for the central receiver
to be able to proper associate/identify received tire pressure
information with the tire associated with the transmission, some
form of identification of the origin of the signal must be
utilized. A need for identification of the origin of the
transmitted tire information signal becomes especially important
subsequent to a tire position change, such as tire position
rotation during routine maintenance.
[0006] One approach to identifying the origin of the transmitted
tire information signal is to establish a communication link from
the central receiver that controls or associates an identity with
the transmissions from tires. Hardware components are needed that
are capable of accomplishing such functions.
[0007] Passive or keyless vehicle entry systems are known. Such
systems permit automatic unlocking of a vehicle door, or the like,
for an authorized person wishing to gain entry into the vehicle.
Specifically, the authorized person does not need to manually turn
a key in a vehicle lock, manually actuate a hand-held transmitter,
or manually input a code onto a vehicle touch pad.
[0008] A passive system includes an identification transceiver
carried on the authorized person and a base transceiver located at
the vehicle. The base transceiver interrogates the identification
transceiver, and in response to the interrogation, the
identification transceiver outputs a signal that conveys an
appropriate identification or security code. In response to
reception of the signal conveying the security code, the base
transceiver unlocks the vehicle door. Thus, the authorized person
may simply operate a door handle and open the door. Such systems
are often referred to as contact-less identification and
authentication systems.
SUMMARY OF THE INVENTION
[0009] In accordance with one aspect, the present invention
provides a communication system for a vehicle. The system includes
a portable identification device for keyless entry into the
vehicle. The portable identification device includes means for
receiving an interrogation signal and means for transmitting an
identification indicative signal responsive to the interrogation
signal. The system includes a tire sensor device for providing
information regarding a condition at a tire of the vehicle. The
tire sensor device includes means for sensing at least one tire
condition, means for receiving an initiation signal, and means for
transmitting a condition indicative signal responsive to the
initiation signal. The system includes a transmitter arrangement
for emitting the interrogation signal at a first frequency and the
initiation signal at a second, different frequency. The transmitter
arrangement includes at least one component that is operable for
provision of both the interrogation signal at the first frequency
and the initiation signal at the second frequency.
[0010] In accordance with another aspect, the present invention
provides a communication method for a vehicle. At least one
component is operated for transmission of an interrogation signal
at a first frequency. The interrogation signal is received at a
portable identification device for keyless entry into the vehicle.
An identification indicative signal is transmitted from the
portable identification device responsive to the interrogation
signal. The at least one component is operated for transmission of
an initiation signal at a second, different frequency. The
initiation signal is received at a tire condition sensor device. A
condition indicative signal, which is indicative of at least one
sensed tire condition, is transmitted from the tire condition
sensor device responsive to the initiation signal.
BRIEF DESCRIPTION OF THE DRAWINGS
[0011] The foregoing and other features and advantages of the
present invention will become apparent to those skilled in the art
to which the present invention relates upon reading the following
description with reference to the accompanying drawings, in
which:
[0012] FIG. 1 is an illustration of an authorized person and a
vehicle with a function block diagram of an associated vehicle
communication system in accordance with the present invention;
[0013] FIG. 2 is schematic diagram of a portion of the
communication system of FIG. 1;
[0014] FIG. 3 is a function block diagram of a portable
identification unit of the system of FIG. 1; and
[0015] FIG. 4 is a function block diagram of a tire condition
sensor unit of the system of FIG. 1.
DESCRIPTION OF AN EXAMPLE EMBODIMENT
[0016] A communication system 10, in accordance with the present
invention, along with an associated vehicle 12 and an authorized
person 14 are shown in FIG. 1. The communication system 10 provides
for vehicle entry control and tire condition information
conveyance. Specifically, the communication system 10 includes
components that comprise an interrogation arrangement for
permitting access for the authorized person 14 through a vehicle
entranceway, and the system includes components that comprise an
arrangement for conveying information regarding a sensed tire
condition to apprise a vehicle operator (e.g., the person 14) of
the sensed condition.
[0017] It is to be noted that the illustrated example of the
communication system 10 includes other components that permit
assess through other vehicle entranceway(s) and that convey other
sensed tire condition(s). Herein, identical components are
identified with identical reference numerals, but with different
alphabetic suffixes. It is to be understood that provided
descriptions are generally applicable to the identical components.
Also, it is to be understood that the illustrated example that
permits access through plural vehicle entranceways and that conveys
plural sensed tire conditions it not to be construed as limiting
the scope of the present invention.
[0018] Turning to the specifics that are associated with a
description needed to understand the present invention, the vehicle
12 includes an interior 16 that is enclosed by at least one access
door 18. The door 18 is movable and has a handle 20 that is
manually actuatable by the person 14 to cause actuation of a latch
mechanism 22A. Latch mechanism actuation releases the door 18 to
open, such that the person 14 may gain entrance into the interior
16 of the vehicle 12. In broad terms, the door 18 is an entrance
cover that closes an entranceway into the vehicle interior 16. A
lock mechanism 24A maintains the latch mechanism 22A in a latched
condition and prevents opening of the door 18. The person of
ordinary skill in the art will appreciate that the latch mechanism
22A and lock mechanism 24A may have any construction type and
configuration.
[0019] The above-mentioned interrogation arrangement of the
communication system 10 includes components 28A and 30A located at
the vehicle 12 and an identification transceiver 32 located on the
authorized person 14. The components 28A and 30A, at the vehicle
12, and the identification transceiver 32 engage in an
interrogation communication exchange for the identification of the
bearer of the identification transceiver as the authorized person
14 who is properly permitted to gain access to the vehicle interior
16. The components 28A and 30A at the vehicle 12 include an
interrogation transmit component 28A (e.g., an antenna) that emits
an interrogation signal 36 intended for reception by the
identification transceiver 32, and an interrogation receive
component 30A (e.g., an antenna) that receives a response signal 38
from the identification transceiver. Preferably, the interrogation
transmit component 28A and the interrogation receive component 30A
are located in close proximity to the door 18.
[0020] The identification transceiver 32 may take the form of a
button or tag that the authorized person 14 carries in their pocket
or purse, or secured to their key chain. The identification
transceiver 32 receives the interrogation signal 36, and in
response to reception of the interrogation signal, emits the
response signal 38. The response signal 38 conveys an appropriate
security code, which identifies the bearer of the identification
transceiver 32 as the person authorized to enter the vehicle
12.
[0021] The interrogation receive component 30A is operatively
connected 40A a lock control component 42A. The lock control
component 42A is, in turn, operatively connected 44A to the lock
mechanism 24A, and controls operation of the lock mechanism. In
response to reception of the response signal 38, the lock control
component 42A provides a signal to the lock mechanism 24A that
causes actuation to an unlock condition. Thus, the authorized
person 14 can gain entry to the interior 16 of the vehicle 12
without manually operating any unlock device, such as manually
turning a key, manually operating a hand-held transmitter, or
manually entering a code on a touch pad at the vehicle, or the
like. It is to be appreciated that the interrogation sequence is
initiated via any suitable manner. For example, the interrogation
sequence may result from timing, proximity sensing, touching the
handle, pushing a switch, etc.
[0022] Turning to additional structures at the vehicle 12 that
needs description to provide for an understanding of the present
invention, the vehicle has a plurality of inflatable tires (e.g.,
46A and 46B). In the illustration of FIG. 1, two ground-engaging
tires 46A and 46B are shown. It is to be appreciated that the
vehicle 12 may have any number of tires. In one example, the
vehicle 12 includes five tires, with four engaging the ground and
one stored as a spare.
[0023] As mentioned above, the communication system 10 provides
tire condition information to an operator (e.g., the person 14).
The communication system 10 includes a plurality of tire condition
sensor units (e.g., 48A and 48B) for sensing one or more tire
conditions at the vehicle tires (e.g., 46A and 46B). Preferably,
the number of tire condition sensor units is equal to the number of
tires provided on the vehicle 12.
[0024] Focusing on just the one tire condition sensor unit 48A, the
sensor unit is associated with the tire 46A in any suitable manner.
Preferably, the sensor unit 48A is mounted within the tire 46A. The
sensor unit transmits a signal 50A that conveys one or more sensed
conditions along with an identification to a vehicle-based receive
component 52 (e.g., an antenna).
[0025] A process component 54 is operatively connected 56 to the
receive component 52, and in turn, an indicator device 58 is
operatively connected 60 to the process component. Upon receipt of
the transmitted signal 50A, the conveyed sensed tire information is
processed and the information is provided to the vehicle operator
(e.g., the person 14) via the indicator device 58. In one example,
the indicator device 58 is a visual display that is located on an
instrument panel of the vehicle 12. Accordingly, the vehicle
operator (e.g., the person 14) is apprised of the sensed
condition(s) at the tire 46A.
[0026] It is to be noted that the sensed condition may be any
condition at the tire 46A. For example, the sensed condition may be
inflation pressure of the tire 46A, temperature of the tire, motion
of the tire, or even a diagnostic condition of the tire condition
sensor unit 48A itself.
[0027] Preferably, the receive component 52 is a single component
that receives signals (e.g., 50A and 50B) from a plurality of tire
condition sensor units (e.g., 48A and 48B). In order to control
which tire sensor unit (e.g., 48A) is to transmit its signal (e.g.,
SA), the communication system 10 includes a plurality of initiate
transmit components (e.g., 64A and 64B).
[0028] Each initiate transmit component (e.g., 64A) is controllably
energized to output an initiation signal (e.g., 66A) that causes an
associated one (e.g., 48A) of the tire condition sensor units to
respond with its signal (e.g., 50A). In other words, each
initiation signal (e.g., 66A) is a request that causes a signal
response from the associated tire condition sensor unit (e.g.,
48A).
[0029] Each initiate transmit component (e.g., 64A) is mounted on
the vehicle 12 at a location adjacent to a respective one (e.g.,
46A) of the vehicle tires. In one example, each initiate transmit
component (e.g., 64A) is mounted within the wheel well associated
with the respective tire (e.g., 46A).
[0030] In operation, when it is desired to receive sensory
information from a certain one of the tire condition sensor units
(e.g., 48A), the initiate transmit component (e.g., 64A) associated
with that sensor unit is stimulated to output the initiation signal
(e.g., 66A). In response to reception of the initiation signal
(e.g., 66A), the tire condition sensor unit (e.g., 48A) outputs the
response signal (e.g., 50A).
[0031] A controller 70 of the communication system 10 controls all
of the communication originating from the vehicle 12. Specifically,
the system controller 70 controls the output of the interrogation
signal 36 and controls the output of the initiation signal (e.g.,
66A).
[0032] The actual output of the signals 36 and 66A is accomplished
via the use of one or more additional shared components (e.g.,
72A). The term shared components is directed to the point that
interrogation communication for keyless vehicle entry and tire
condition monitoring communication has, in the past, been
accomplished via separate systems with separate components.
[0033] Turning to specifics of the example that illustrates the
present invention, a driver component 72A is operative connected
74A to the system controller 70. The driver 72A is also operatively
connected 76A to at least one interrogation transmit component
(e.g., 28A) and operatively connected 78A to at least one initiate
transmit component (e.g., 64A). The system controller 70 is
operatively connected 82 to the process component 54 and is
operatively connected 84A to the respective lock control component
42A.
[0034] When an interrogation signal 36 is to be output, the system
controller 70 controls the driver 72 to stimulate the connected
interrogation transmit component 28A. When the initiation signal
66A is to be output, the system controller 70 controls the driver
72 to stimulate the connected initiate transmit component 64A.
Thus, at least the driver 72 is a shared component for the two
types of communication. Further, the system controller 70, itself,
is a shared component.
[0035] FIG. 2 illustrates a portion of an example embodiment of the
communication system 10 with the shared component (e.g., the driver
72), in accordance with the present invention. The example is
applicable to both the portion of the system 10 identified with a
suffix "A" and the portion identified with the suffix "B." As such,
FIG. 2 is presented without alphabetic suffixes.
[0036] In the example of FIG. 2, the interrogation signal 36 and
the initiation signal 66 are both low-frequency, magnetic induction
signals. The example shows a single identification transceiver 32,
a single tire sensor unit 48, and the vehicle components associated
with the interrogation communication and the initiation
communication. The driver 72 is a circuit arrangement that is shown
in the form of an amplifier operatively connected to the system
controller 70.
[0037] Signals output from the driver 72 are pulsed signals that
have either a first frequency or a second, different frequency. In
one specific example, each output signal has a square waveform.
[0038] The interrogation transmit component 28 is connected to an
output of the driver 72 and the initiate transmit component 64 is
connected to the output of the driver. In the illustrated example,
the interrogation transmit component 28 and the initiate transmit
component 64 are connected in parallel between the driver 72 and
electrical ground. Accordingly, the stimulus of the signal output
from the driver 72 is applied to interrogation transmit component
28 and the initiate transmit component 64.
[0039] The interrogation transmit component 28 includes a first
antenna 90 that is stimulated to output the interrogation signal
36. Also, the interrogation transmit component 28 includes a first
resistor 92 and a first capacitor 94 connected in series with the
first antenna 90 between the driver 72 and ground. Thus, the first
resistor 92, the first capacitor 94, and the first antenna 90,
which has an inductance, comprise a first RLC circuit that is the
interrogation transmit component 28. The first circuit
(interrogation transmit component 28) has a relatively high gain or
"Q" associated with the first frequency, and relatively little or
no gain associated with the second frequency.
[0040] The initiate transmit component 64 has a group of elements
similar to the components of the interrogation transmit component
28. Specifically, the initiate transmit component 64 includes a
second antenna 100, which is stimulated to output the initiation
signal 66, a second resistor 102, and a second capacitor 104. The
second antenna 100, the second resistor 102, and the second
capacitor 104 are connected in series between the driver 72 and
ground. The second antenna 100 has an inductance. The initiate
transmit component 64 is a second RLC circuit.
[0041] One or more of the resistance, capacitance, and/or the
inductance values of the initiate transmit component 64 (the second
circuit) are different than the respective resistance, capacitance,
and/or the inductance values of the interrogate transmit component
28 (the first circuit). The initiate transmit component 64 (the
second circuit) has a relatively high gain or "Q" associated with
the second frequency, and relatively little or no gain associated
with the first frequency.
[0042] As mentioned, first and second frequency signals that are
output from the driver 72 are applied to both the interrogation
transmit component 28 (the first circuit) and the initiate transmit
component 64 (the second circuit). However, only a stimulation
signal from the driver 72 that has the frequency associated with
the high gain of a circuit will cause that circuit to transmit a
signal of appreciable strength. In other words, a stimulation
signal at the frequency that is associated with little or no gain
does not result in a transmitted signal that results in completion
of the associated function. Accordingly, only one signal of
appreciable strength is sent despite the "sharing" of the driver
72.
[0043] Specifically, when the driver 72 outputs a signal at the
first frequency, the first antenna 90 of the interrogation transmit
component 28 is sufficiently excited to transmit the interrogation
signal 36, but the second antenna 100 of the initiate transmit
component 64 is not sufficiently excited to transmit any
appreciable signal. Thus, the interrogation signal is associated
with the first frequency.
[0044] When the driver 72 outputs a signal at the second frequency,
the antenna 100 of the initiate transmit component 64 is
sufficiently excited to transmit the initiation signal 66, but the
antenna 90 of the interrogation transmit component 28 is not
sufficiently excited to transmit any appreciable signal. Thus, the
initiation signal 66 is associated with the second frequency.
[0045] Preferably, the interrogation signal 36 and the initiation
signal 66 are within a range of relatively low frequencies.
Further, the interrogation signal 36 and the initiation signal 66
are preferably provided in the form of magnetic field or magnetic
induction signals (e.g., a first frequency at 125 kHz and a second
frequency at 250 kHz). Accordingly, in one example, the antennas 90
and 100 are magnetic field induction coils. The identification
transceiver 32 and the tire sensor unit 48 each have structure
(e.g., antenna) that is appropriate to receive the respective low
frequency signal. Of course, it is to be appreciated that the
system could be configured differently such that the interrogation
signal 36 and the initiation signal 66 are within a different range
of frequencies (e.g., the UHF portion of the radio frequency
range).
[0046] FIG. 3 schematically illustrates one example of the
identification transceiver 32 that is compatible with the example
of the components shown in FIG. 2. In the presented example of FIG.
3, the identification transceiver 32 does not include a battery
energy source. Energy is transferred to the identification
transceiver 32 via the induction coupling.
[0047] The induction coupling occurs coincident with interrogation.
An antenna 110 (e.g., a coil antenna) is connected 112 to a
combiner 114. In turn, the combiner 114 is connected 116 to receive
circuitry 118. The receive circuitry 118 is connected 120 to a
controller 122 and is connected 124 to an energy storage device 126
(e.g., a capacitor).
[0048] In response to the stimulus of the interrogation signal 36,
the output of the antenna 110 is provided, via the combiner 114, to
the receive circuitry 118. The interrogation request message is
provided by the EM receive circuitry 118 to the controller 122.
Energy that is derived from the interrogation signal 36 is supplied
to the energy storage device 126 from the receive circuitry
118.
[0049] The energy storage device 126 is connected 128 to the
controller 122 and also to transmit circuitry 130. When energized
responsive to the stimulus of the interrogation request, the
controller 122 accesses a memory 132 that is connected 134 to the
controller to retrieve a security code. The controller 122, which
is connected 136 to the transmit circuitry 130, then provides a
response message to the transmit circuitry 130. The transmit
circuitry 130 is operatively connected 138 to the combiner 114. The
transmit circuitry 130 conveys an electrical stimulus signal to the
antenna 110 via the combiner 114. In response to the stimulus, the
antenna 110 outputs the response signal 38 that conveys the
security code, etc.
[0050] Of course it is to be appreciated that the identification
transceiver 32 and the receive component 30A may be configured
differently such that the response signal 38A is a different type
(e.g., within the UHF portion of the radio frequency range). If the
identification transceiver 32 is configured differently, it may
have increased similarities to the tire condition sensor unit 48 of
the example of FIG. 4.
[0051] FIG. 4 schematically illustrates one example of the tire
condition sensor unit 48. The example is applicable to all of the
tire condition sensor units (e.g., 48A and 48B). Accordingly, FIG.
4 is presented without alphabetic suffixes.
[0052] In the illustrated example, a low frequency reception
antenna 148 is operatively connected 150 to a low frequency signal
detector 152. A controller 154 is operatively connected 156 to the
signal detector 152. In response to the signal detector 152
detecting the initiation signal 66, the controller 154 receives
sensory information from one or more sensors 158 that are
operatively connected 160 to the controller 154.
[0053] The controller 154 also receives an identification from an
identification memory 162 that is operatively connected 164 to the
controller 154. The controller 154 is further operatively connected
166 to transmit circuitry 168. In one example, the communication
system 10 is designed to operate with the response signal 50A in
the UHF portion of the radio frequency range.
[0054] A message packet that contains the sensory information and
the identification is assembled by the controller 154 and provided
to the transmit circuitry 168. In response to the provided message
package, the transmit circuitry 168 provides an electrical stimulus
signal, via a connection 170, to an antenna 172 that causes the
antenna to output the response signal 50A that conveys the sensory
information and the identification. The tire condition sensor unit
48 is powered either via a battery (not shown), or derives energy
from the initiation signal 66.
[0055] Of course it is to be appreciated that the tire condition
sensor unit 48A and the receive component 52 may be configured
differently such that the signal 50A is a different type (e.g.,
within the low frequency range). Further, if the identification
transceiver 32 and/or the tire condition sensor unit 48A are
configured such that the signals 38 and 50A have the same format
(e.g., both at the same frequency within the UHF portion of the
radio frequency range), the receive component 30A and the receive
component 52 may be combined as a single unit. This provides for
additional sharing of components.
[0056] Another example of a communication system in accordance with
the present invention provides an interrogation signal and an
initiation signal via a common driver and a common transmit
component (i.e., a common antenna) mounted in a vehicle. The single
transmit component (antenna) is stimulated to emit the
interrogation signal at the first frequency at a first point in
time, and is stimulated to emit the initiation signal at the second
frequency at a second point in time. Such frequencies may be 125
and 250 kHz, as previously discussed.
[0057] Function of Keyless entry is still independent of the
function of monitoring tire condition(s). The identification
transceiver (or receiver) is responsive to the first frequency and
not the second frequency, and the tire condition sensor unit is
responsive to the second frequency and not the first frequency.
Thus, each is not affected by the other frequency signal.
[0058] From the above description of the invention, those skilled
in the art will perceive improvements, changes and modifications.
For example, it is to be appreciated that addition/different units
and vehicle structures may be provided in another embodiment, with
a different sharing arrangement.
[0059] Such improvements, changes and modifications within the
skill of the art are intended to be covered by the appended
claims.
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